U.S. patent application number 11/698915 was filed with the patent office on 2007-08-16 for brake control apparatus for vehicle.
Invention is credited to Hiroaki Niino, Takashi Sato.
Application Number | 20070188014 11/698915 |
Document ID | / |
Family ID | 38367637 |
Filed Date | 2007-08-16 |
United States Patent
Application |
20070188014 |
Kind Code |
A1 |
Sato; Takashi ; et
al. |
August 16, 2007 |
Brake control apparatus for vehicle
Abstract
A brake control apparatus for a vehicle includes controlling
device having a target wheel cylinder pressure calculating portion,
an accumulated motor rotation calculating device, and a motor
actuation determining portion, wherein the brake fluid in the first
and the second front and rear wheel cylinders are pressurized by
driving the first, second, third and fourth linear valves and the
first and the second motors when the necessary amount of brake
fluid is judged to be larger than the current amount of brake fluid
and the brake fluid in the first and the second front wheel
cylinders, and the pressurizing of the first and the second rear
wheel cylinders are stopped by reducing the number of rotations or
stopping the rotation of the first and the second motors when the
necessary amount of brake fluid is judged not to be larger than the
current amount of brake fluid.
Inventors: |
Sato; Takashi; (Okazaki-shi,
JP) ; Niino; Hiroaki; (Toyota-shi, JP) |
Correspondence
Address: |
BUCHANAN, INGERSOLL & ROONEY PC
POST OFFICE BOX 1404
ALEXANDRIA
VA
22313-1404
US
|
Family ID: |
38367637 |
Appl. No.: |
11/698915 |
Filed: |
January 29, 2007 |
Current U.S.
Class: |
303/11 |
Current CPC
Class: |
B60T 8/4081 20130101;
B60T 8/4059 20130101 |
Class at
Publication: |
303/11 |
International
Class: |
B60T 13/18 20060101
B60T013/18 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 15, 2006 |
JP |
2006-037996 |
Claims
1. A brake control apparatus for a vehicle, comprising: a brake
operating member operated by an operator of the vehicle; an
operation amount sensor for detecting an operation amount of the
brake operating member; first and second front wheel cylinders
mounted at first and second front wheels of the vehicle
respectively; first and second rear wheel cylinders mounted at
first and second rear wheels of the vehicle respectively; a
reservoir for storing brake fluid; a main conduit connecting the
first and second front wheel cylinders and the first and second
rear wheel cylinders with the reservoir, the main conduit branching
into four conduits respectively connected with the first and second
front wheel cylinders and the first and second rear wheel
cylinders; a first pump located in the first one of the four
conduits for supplying pressurized brake fluid in the first front
wheel cylinder by suction and discharging the brake fluid stored in
the reservoir; a second pump located in the second one of the four
conduits for supplying pressurized brake fluid in the first rear
wheel cylinder by suction and discharging the brake fluid stored in
the reservoir; a third pump located in the third one of the four
conduits for supplying pressurized brake fluid in the second front
wheel cylinder by suction and discharging the brake fluid stored in
the reservoir; a fourth pump located in the fourth one of the four
conduits for supplying pressurized brake fluid in the second rear
wheel cylinder by suction and discharging the brake fluid stored in
the reservoir; a first conduit system arranged in the main conduit
and including the first pump and the second pump for supplying the
pressurized brake fluid to the first front wheel cylinder and the
first rear wheel cylinder, respectively; a second conduit system
arranged in the main conduit and including the third pump and the
fourth pump for supplying the pressurized brake fluid to the second
front wheel cylinder and the second rear wheel cylinder,
respectively; a first motor provided at the first conduit system
for driving the first and the second pumps; a first rotation sensor
provided at the first motor for detecting a rotation of the first
motor; a second motor provided at the second conduit system for
driving the third and the fourth pumps; a second rotation sensor
provided at the second motor for detecting a rotation of the second
motor; first, second, third and fourth pressure modulating circuits
arranged in parallel with the first, second, third and fourth pumps
for returning the brake fluid in the first and the second conduit
systems to the reservoir; first, second, third and fourth linear
valves provided at the corresponding first, second, third and
fourth pressure modulating circuits, respectively; controlling
means for driving the first, second, third and fourth linear valves
and the first and the second motors based on a detection signal
from the operation amount sensor, the controlling means including;
a target wheel cylinder pressure calculating portion for
calculating a target wheel cylinder pressure corresponding to the
operation amount detected by the operation amount sensor and
calculating a necessary amount of brake fluid necessary for
generating the wheel cylinder pressure corresponding to the target
wheel cylinder pressure when the brake operating member is detected
to be operated; an accumulated motor rotation calculating means for
calculating an accumulated number of rotations of each of the first
and the second motors on the basis of a detection signal from the
first and the second rotation sensors after the brake operating
member is operated; and a motor actuation determining portion
determining whether the necessary amount of brake fluid is larger
than a current amount which is calculated by multiplying the brake
fluid discharged from the first, second, third and fourth pumps per
one rotation of the first and the second motors by the accumulated
number of rotation, wherein the brake fluid in the first and the
second front wheel cylinders and the first and the second rear
wheel cylinders are pressurized by driving the first, second, third
and fourth linear valves and the first and the second motors when
the necessary amount of brake fluid is judged to be larger than the
current amount of brake fluid and the brake fluid in the first and
the second front wheel cylinders, and the pressurizing of the first
and the second rear wheel cylinders are stopped by reducing the
number of rotations or stopping the rotation of the first and the
second motors when the necessary amount of brake fluid is judged
not to be larger than the current amount of brake fluid.
2. A brake control apparatus for a vehicle according to claim 1,
wherein the number of rotations of the first and the second motors
is set so that the brake fluid discharged from the first, second,
third and fourth linear valves becomes a brake fluid level capable
of pressure modulation when the necessary amount of brake fluid is
judged not to be larger than the current amount of brake fluid.
3. A brake control apparatus for a vehicle, comprising: a brake
operating member operated by an operator of the vehicle; an
operation amount sensor for detecting an operation amount of the
brake operating member; first and second front wheel cylinders
mounted at first and second front wheels of the vehicle
respectively; first and second rear wheel cylinders mounted at
first and second rear wheels of the vehicle respectively; a
reservoir for storing brake fluid; a main conduit connecting the
first and second front wheel cylinders and the first and second
rear wheel cylinders with the reservoir, the main conduit branching
into four conduits respectively connected with the first and second
front wheel cylinders and the first and second rear wheel
cylinders; a first pump, located in the first one of the four
conduits, for pressurizing a first one of the first front wheel
cylinder, the second front wheel cylinder, the first rear wheel
cylinder, and the second rear wheel cylinder by suction and
discharging the brake fluid stored in the reservoir; a second pump,
located in the second one of the four conduits, for pressurizing a
second one of the first front wheel cylinder, the second front
wheel cylinder, the first rear wheel cylinder, and the second rear
wheel cylinder by suction and discharging the brake fluid stored in
the reservoir; a third pump, located in the third one of the four
conduits, for pressurizing a third one of the first front wheel
cylinder, the second front wheel cylinder, the first rear wheel
cylinder, and the second rear wheel cylinder by suction and
discharging the brake fluid stored in the reservoir; a fourth pump,
located in the fourth one of the four conduits, for pressurizing a
fourth one of the first front wheel cylinder, the second front
wheel cylinder, the first rear wheel cylinder, and the second rear
wheel cylinder by suction and discharging the brake fluid stored in
the reservoir; a first conduit system arranged in the main conduit
and including the first pump and the second pump for supplying the
pressurized brake fluid to the first one of the first front wheel
cylinder, the second front wheel cylinder, the first rear wheel
cylinder, and the second rear wheel cylinder and the second one of
the first front wheel cylinder, the second front wheel cylinder,
the first rear wheel cylinder, and the second rear wheel cylinder;
a second conduit system arranged in the main conduit and including
the third pump and the fourth pump for supplying the pressurized
brake fluid to the third one of the first front wheel cylinder, the
second front wheel cylinder, the first rear wheel cylinder, and the
second rear wheel cylinder and the fourth one of the first front
wheel cylinder, the second front wheel cylinder, the first rear
wheel cylinder, and the second rear wheel cylinder; a first motor
provided at the first conduit system for driving the first and the
second pumps; a first rotation sensor provided at the first motor
for detecting a rotation of the first motor; a second motor
provided at the second conduit system for driving the third and the
fourth pumps; a second rotation sensor provided at the second motor
for detecting a rotation of the second motor; first, second, third
and fourth pressure modulating circuits arranged in parallel with
the first, second, third and fourth pumps for returning the brake
fluid in the first and the second conduit systems to the reservoir;
first, second, third and fourth linear valves provided at the
corresponding first, second, third and fourth pressure modulating
circuits, respectively; controlling means for driving the first,
second, third and fourth linear valves and the first and the second
motors based on a detection signal from the operation amount
sensor, the controlling means including; a target wheel cylinder
pressure calculating portion for calculating a target wheel
cylinder pressure corresponding to the operation amount detected by
the operation amount sensor and calculating a necessary amount of
brake fluid necessary for generating the wheel cylinder pressure
corresponding to the target wheel cylinder pressure when the brake
operating member is detected to be operated; an accumulated motor
rotation calculating means for calculating an accumulated number of
rotations of each of the first and the second motors on the basis
of a detection signal from the first and the second rotation
sensors after the brake operating member is operated; and a motor
actuation determining portion determining whether the necessary
amount of brake fluid is larger than a current amount which is
calculated by multiplying the brake fluid discharged from the
first, second, third and fourth pumps per one rotation of the first
and the second motors by the accumulated number of rotation,
wherein the brake fluid in the first and the second front wheel
cylinders and the first and the second rear wheel cylinders are
pressurized by driving the first, second, third and fourth linear
valves and the first and the second motors when the necessary
amount of brake fluid is judged to be larger than the current
amount of brake fluid and the brake fluid in the first and the
second front wheel cylinders, and the pressurizing of the first and
the second rear wheel cylinders are stopped by reducing the number
of rotations or stopping the rotation of the first and the second
motors when the necessary amount of brake fluid is judged not to be
larger than the current amount of brake fluid.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is based on and claims priority under 35
U.S.C. .sctn. 119 to Japanese Patent Application 2006-037996, filed
on Feb. 15, 2006, the entire content of which is incorporated
herein by reference.
FIELD OF THE INVENTION
[0002] The present invention relates to a brake control apparatus
for a vehicle in which a pump is employed to generate pressure
(hereinafter referred to as W/C pressure) at a wheel cylinder
(hereinafter, W/C).
BACKGROUND
[0003] Heretofore, JP10-203338A (corresponding to US006113197A)
proposes a vehicle brake control apparatus of a brake-by-wire type,
which has four pumps respectively for four wheels of a vehicle. Two
of the four pumps are located in a first conduit system and driven
by a common motor, and the other two of the four pumps are located
in a second conduit system and are driven by another common
motor.
[0004] According to such known brake-by-wire type brake control
apparatus for a vehicle, each motor for actuating a control valve
and the pump, which are provided at each conduit system, is
basically driven by electric power supplied by a battery. Because
driving motors consume a large amount of electric power, electric
power to be consumed by two motors needs to be reduced as much as
possible.
[0005] The present invention has been made in view of the above
description and provides a brake-by-wire type brake control
apparatus for a vehicle, in which power consumption by the motors
is reduced.
SUMMARY OF THE INVENTION
[0006] According to an aspect of the present invention, controlling
means includes a target wheel cylinder pressure calculating portion
for calculating a target wheel cylinder pressure corresponding to
the operation amount detected by the operation amount sensor and
calculating a necessary amount of brake fluid necessary for
generating the wheel cylinder pressure corresponding to the target
wheel cylinder pressure when the brake operating member is detected
to be operated, an accumulated motor rotation calculating means for
calculating an accumulated number of rotations of each of the first
and the second motors on the basis of a detection signal from the
first and the second rotation sensors after the brake operating
member is operated, and a motor actuation determining portion
determining whether the necessary amount of brake fluid is larger
than a current amount which is calculated by multiplying the brake
fluid discharged from the first, second, third and fourth pumps per
one rotation of the first and the second motors by the accumulated
number of rotation, wherein the brake fluid in the first and the
second front wheel cylinders and the first and the second rear
wheel cylinders are pressurized by driving the first, second, third
and fourth linear valves and the first and the second motors when
the necessary amount of brake fluid is judged to be larger than the
current amount of brake fluid and the brake fluid in the first and
the second front wheel cylinders, and the pressurizing of the first
and the second rear wheel cylinders are stopped by reducing the
number of rotations or stopping the rotation of the first and the
second motors when the necessary amount of brake fluid is judged
not to be larger than the current amount of brake fluid.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] The foregoing and additional features and characteristics of
the present invention will become more apparent from the following
detailed description considered with reference to the accompanying
drawings, wherein:
[0008] FIG. 1 illustrates a view indicating a configuration of a
fluid pressure circuit of a brake control apparatus for a vehicle
according to a first embodiment of the present invention;
[0009] FIG. 2 illustrates a block view indicating a relationship of
input and output of a signal of a brake ECU serving as a control
system of the brake control apparatus illustrated in FIG. 1;
[0010] FIG. 3 illustrates a characteristic diagram between brake
fluid amount and target W/C pressure;
[0011] FIG. 4 illustrates a flowchart of a controlling process of a
motor actuation executed in a brake ECU in a normal brake
operation;
[0012] FIG. 5 illustrates a view indicating a configuration of a
fluid pressure circuit of a brake control apparatus for a vehicle
according to a second embodiment of the present invention;
[0013] FIG. 6 illustrates a view indicating a configuration of a
fluid pressure circuit of a brake control apparatus for a vehicle
according to a third embodiment of the present invention;
[0014] FIG. 7 illustrates a view indicating a configuration of a
fluid pressure circuit of a brake control apparatus for a vehicle
according to another embodiment of the present invention; and
[0015] FIG. 8 illustrates a view indicating a configuration of a
fluid pressure circuit of a brake control apparatus for a vehicle
according to another embodiment of the present invention.
DETAILED DESCRIPTION
[0016] Embodiments of the present invention will be explained below
with reference to the drawings. In the embodiments below, identical
reference symbols are used in the drawings to represent identical
or equivalent elements.
First Embodiment
[0017] FIG. 1 illustrates a configuration of a fluid pressure
circuit of a brake control apparatus for a vehicle according to a
first embodiment of the present invention. FIG. 2 illustrates input
and output relationships of signals of a brake system ECU 100
(controlling means) serving as a control system of the brake
control apparatus for the vehicle illustrated in FIG. 1. Explained
hereinafter is a structure of the brake control apparatus for a
vehicle with reference to the drawings. Here, the brake control
apparatus for the vehicle is applied to a vehicle having a fluid
pressure circuit with a cross (X) dual conduit system (diagonal
conduit system), one conduit system for front-right and rear-left
wheels and the other conduit system for front-left and rear-light
wheels.
[0018] As illustrated in FIG. 1, the brake control apparatus for
the vehicle includes, in addition to the brake system ECU 100 (FIG.
2), a brake pedal 1, a depression force sensor 2 for the brake
pedal 1, a brake master cylinder (hereinafter referred to as M/C)
3, a stroke control valve SCSS, a stroke simulator 4, a brake fluid
pressure control actuator 5 and four wheel cylinders for each
vehicle wheel (hereinafter referred to as W/C) 6FL, 6FR, 6RL and
6RR. The W/C 6FL serves as a first front wheel cylinder, the W/C
6FR serves as a second front wheel cylinder, the W/C 6RL serves as
a first rear wheel cylinder, the W/C 6RR serves as a second rear
wheel cylinder.
[0019] Once the brake pedal 1, which is an example of a brake
operating member, is depressed by a driver or user, the depression
force applied to the brake pedal 1, serving as a brake operating
member, is inputted into the depression force sensor 2, serving as
an operation amount sensor. The depression force sensor 2 outputs a
detection signal corresponding to the level of depression force
applied to the brake pedal 1. This detection signal is inputted
into the brake system ECU 100 and the brake system ECU 100 stores
the depression force applied to the brake pedal 1. According to the
first embodiment, the depression force sensor 2 is employed as an
example of an operation amount sensor for detecting an operation
amount of the brake operating member. However, a stroke sensor or
the like can be employed as long as the operation amount of the
brake pedal 1 can be detected. Further, as an alternative method
for detecting the operation amount of the brake operating member, a
state of operation of the brake pedal 1 can be detected on the
basis of a detection signal of a stroke sensor or detection signals
of pressure sensors 17 and 18 for detecting the pressure at the M/C
(which will be described later in detail).
[0020] The brake pedal 1 is connected to a push rod, or the like
for transmitting the depression force applied to the brake pedal 1
to the M/C 3. In response to a movement of the push rod, M/C
pressure is generated in a primary chamber 3a and a secondary
chamber 3b, both of which are defined in the M/C 3.
[0021] In the M/C 3, a primary piston 3c and a secondary piston 3d
are disposed to define the primary chamber 3a and the secondary
chamber 3b. The primary piston 3c and the secondary piston 3d
normally receive an elastic force of a spring 3e to keep or return
the brake pedal 1 to its initial non-braking position when the
brake pedal 1 is not depressed, i.e., when the brake pedal 1 is
free from depression force.
[0022] The primary chamber 3a of the M/C 3 is connected to a
conduit A, while the secondary chamber 3b thereof is connected to a
conduit B. The conduits A and B extend to a brake fluid pressure
control actuator 5, respectively.
[0023] The M/C 3 is provided with a master reservoir (reservoir)
3f. When the brake pedal 1 is in the initial position, the master
reservoir 3f communicates with the primary chamber 3a and the
secondary chamber 3b via passages (not-illustrated), wherein the
master reservoir 3f supplies brake fluid into the M/C 3 or stores
surplus brake fluid of the M/C 3.
[0024] A conduit C directly extends from the master reservoir 3f to
the brake fluid pressure control actuator 5.
[0025] The stroke simulator 4 is connected to a conduit D
communicating with the conduit B and the stroke simulator 4
reserves therein brake fluid of the secondary chamber 3b, serving
as a reservoir for the secondary chamber 3b. The conduit D is
provided with the stroke control valve SCSS that is a normally
closed type valve and can be controlled in two-positions, namely,
an open position and a closed position, so that fluid communication
in the conduit D is selectively established or interrupted.
Therefore, this stroke control valve SCSS controls the brake fluid
flow to the stroke simulator 4. In this embodiment, the conduit D
connected to the stroke simulator 4 is communicating with the
conduit B, however, the conduit D may communicate with the conduit
A.
[0026] Described below is a structure of the brake fluid pressure
control actuator 5.
[0027] A conduit E is connected to the conduit A so that the
primary chamber 3a of the M/C 3 communicates with a W/C (first
front W/C) 6FR for the front wheel FR (first front wheel). The
conduit E is mounted with a first normally open valve SNO1
controlled in two-positions. The first normally open valve SNO1 is
controlled in an open position when not electrically energized so
that fluid communication in the conduit E is established. On the
other hand, the first normally open valve SNO1 is controlled in a
closed position when electrically energized so that the fluid
communication in the conduit E is interrupted.
[0028] A conduit F is connected to the conduit B so that the
secondary chamber 3b of the M/C 3 communicates with another W/C
(second front W/C) 6FL for the front wheel FL (second front wheel).
The conduit F is mounted with a second normally open valve SNO2
controlled in two-positions. The second normally open valve SNO2 is
controlled in an open position when not electrically energized so
that fluid communication in the conduit F is established. On the
other hand, the second normally open valve SNO2 is controlled in a
closed position when electrically energized so that the fluid
communication in the conduit F is interrupted.
[0029] A conduit G is connected to the conduit C extending from the
master reservoir 3f. The conduit G branches to four conduits G1
(first conduit), G2 (second conduit), G3 (third conduit) and G4
(fourth conduit). Each conduit G1, G2, G3 or G4 is connected to
each W/C (first front wheel W/C) 6FR, W/C (first rear wheel W/C)
6RL, W/C (second front wheel W/C) 6FL or W/C (second rear wheel
W/C) 6RR. The W/C 6RL is mounted on a rear wheel RL (first rear
wheel) while the W/C 6RR is mounted on a rear wheel RR (second rear
wheel).
[0030] The conduits G1, G2, G3 and G4 are provided with four pumps
(first, second, third and fourth pumps) 7, 8, 9 and 10,
respectively. Each pump 7, 8, 9 and 10 is a trochoid pump which is
effective for example for quietness. The pumps 7 and 8 are driven
by a first motor 11, while the pumps 9 and 10 are driven by a
second motor 12. Although any type of motor can be applicable as
the first and second motors 11 and 12, it is preferable to employ a
brushless motor which normally has a quick starting time. Further,
the first motor 11 includes a rotation sensor 11a, serving as a
first rotation sensor, and the second motor 12 includes a rotation
sensor 12a, serving as a second rotation sensor. Each of the first
and second rotation sensors 11a and 12a outputs a detection signal
corresponding to a number of rotations, for example a rotation
angle, of each of the first and second motors 11 and 12, and the
detection signal is inputted by the brake ECU 100.
[0031] The pumps 7, 8, 9 and 10 are provided with conduits H1, H2,
H3 and H4 respectively, serving as first, second, third and fourth
pressure modulating circuit. Each conduit H1, H2, H3 and H4 forms a
modulating circuit for each pump and is arranged in parallel with
each corresponding pump.
[0032] A first normally closed valve SWC1 and a first linear valve
SLFR are in series provided in the conduit H1 connected in parallel
to the pump 7. The first normally closed valve SWC1 is positioned
upstream of the pump 7 (an intake port side of the pump 7) and the
linear valve SLFR is positioned downstream of the pump 7 (a
discharge port side of the pump 7). Therefore, the first normally
closed valve SWC1 controls the brake fluid return flow toward the
master reservoir 3f via the conduit H1.
[0033] The conduit H2, which is connected in parallel to the pump
8, is mounted with a second linear valve SLRL.
[0034] A second normally closed valve SWC2 and a third linear valve
SLFL are in series provided in the conduit H3 connected in parallel
to the pump 9. The second normally closed valve SWC2 is positioned
upstream of the pump 9 (an intake port side of the pump 9) and the
third linear valve SLFL is positioned downstream of the pump 9 (a
discharge port side of the pump 9). Therefore, the second normally
closed valve SWC2 controls the brake fluid return flow toward the
master reservoir 3f via the conduit H3.
[0035] The conduit H4, which is connected in parallel to the pump
10, is mounted with a fourth linear valve SLRR.
[0036] The conduits G1, G2, G3 and G4 are provided with W/C
pressure sensors (first, second, third and fourth pressure sensors)
13, 14, 15 and 16 between the pumps 7, 8, 9 and 10 and the W/Cs
6FR, 6RL, 6FL and 6RR, respectively. Each W/C pressure sensor 13-16
detects W/C pressure of each wheel cylinder. Further, the M/C
pressure sensors 17 and 18 are respectively located in the brake
conduits E and F on the upstream sides (the M/C 3 sides) of the
first and second normally open valves SNO1 and SNO2. The M/C
pressure sensors 17 and 18 detect M/C pressure generated in the
primary chamber 3a and the secondary chamber 3b of the M/C 3,
respectively.
[0037] The W/C 6FR of the front wheel FR is supplied with a
pressurized fluid discharged from the discharge port of the pump 7
to generate the brake pressure at the W/C 6FR. A check valve 200 is
mounted at the discharge port of the pump 7. The W/C 6FL of the
front wheel FL is supplied with a pressurized fluid discharged from
the discharge port of the pump 9 to generate the brake pressure at
the W/C 6FR. A check valve 210 is mounted at the discharge port of
the pump 9. The check valves 200 and 210 prevent the flow of brake
fluid from the W/Cs 6FR and 6FL to the pumps 7 and 9, respectively.
As described above, these components form the brake fluid pressure
control actuator 5.
[0038] In the brake control apparatus for the vehicle as described
above, a first conduit system is structured with a fluid pressure
circuit (first auxiliary conduit), which connects the primary
chamber 3a of the M/C 3 with the W/C 6FR via the conduits A and E,
a fluid pressure circuit (main conduit), which connects the master
reservoir 3f with the W/Cs 6FR and 6RL via the conduits C, G, G1
and G2, and fluid pressure circuits (first and second pressure
modulating circuits) of the conduits H1 and H2 connected in
parallel to the pumps 7 and 8.
[0039] A second conduit system is structured with a fluid pressure
circuit (second auxiliary conduit), which connects the secondary
chamber 3b of the M/C 3 with the W/C 6FL via the conduits B and F,
a fluid pressure circuit (the main conduit), which connects the
master reservoir 3f with the W/Cs 6FL and 6RR via the conduit C,
the conduit G, and the conduits G3 and G4, and fluid pressure
circuits (third and fourth pressure modulating circuits) of the
conduits H3 and H4 connected in parallel to the pumps 9 and 10
respectively.
[0040] As illustrated in FIG. 2, the brake system ECU 100 is
inputted with detection signals of the depression force sensor 2,
the pressure sensors 13-18.
[0041] The brake system ECU 100 is configured with a known
microcomputer provided with a CPU, a ROM, a RAM, an I/O and so on
and executes various processes in accordance with programs stored
in the ROM or the like. The brake system ECU 100 is provided with
semiconductor switching elements (not illustrated). These switching
elements are on/off controlled to on/off control electric power
supply lines to various components, such as the control valves
SCSS, SNO1, SNO2, SWC1, SWC2, SLFR, SLRL, SLFL and SLRR, the first
and second motor 11 and 12, so that the amount of electric current
supplied per unit time (consumption power amount) to these
components is controlled.
[0042] More specifically, the brake ECU 100 incorporates therein a
target W/C pressure calculating portion 100a; a accumulated motor
rotation calculating portion 100b, serving as a accumulated motor
rotation calculating means; a motor actuation determining portion
100c, and so on.
[0043] The target W/C pressure calculating portion 100a calculates
a target W/C pressure required to generate a target braking force.
More specifically, the target W/C pressure calculating portion 100a
first calculates a physical value of depression force which
corresponds to a brake operating amount, based upon a detection
signal of the depression force sensor 2. The target W/C pressure
calculating portion 100a then calculates a target braking force,
which corresponds to the physical value of depression force and
calculates the target W/C pressure, which is required to generate
the target braking force. The target W/C pressure calculating
portion 100a also calculates a requisite amount of the brake fluid
required for the calculated target braking force.
[0044] After the target W/C pressure corresponding to a brake
operating amount is obtained, as illustrated in FIG. 3, on the
basis of a characteristic chart with an amount of brake fluid as an
x-axis and a target W/C pressure as a y-axis, necessary amount of
brake fluid is obtained. Specifically, as is explained in FIG. 3, a
target W/C pressure is not generated or does not rise regardless of
an increasing amount of brake fluid supplied while a brake caliper
is supplied with brake fluid at an ineffectively consumed fluid
volume, i.e., until a brake caliper is supplied with brake fluid
over the maximum of an ineffectively consumed fluid volume. Once
the brake caliper is supplied with brake fluid over the maximum of
the ineffectively consumed fluid volume, a target W/C pressure is
increased in proportion to an increase in an amount of brake fluid
supplied. Therefore, once the target W/C pressure calculating
portion 100a identifies a level of a target W/C pressure, the
target W/C pressure calculating portion 100a can compute, based
upon this characteristic chart or a formula representing the
relationship between an amount of brake fluid (x-axis) and a target
W/C pressure (y-axis), a necessary amount of brake fluid
corresponding to the target W/C pressure.
[0045] The first motor 11 includes the rotation sensor 11a, the
second motor 12 includes the rotation sensor 12a, and each of which
outputs a detection signal corresponding to the number of
rotations, the accumulated motor rotation calculating portion 100b
calculates an accumulated number of rotations of each of the first
and second motors 11 and 12 on the basis of the detection signal
outputted by each rotation sensor 11a and 12a.
[0046] The motor actuation determining portion 100c determines, on
the basis of the calculated results by the target W/C pressure
calculating portion 100a and the accumulated motor rotation
calculating portion 100b, whether or not the motors need to be
actuated. Description of the determining process will be explained
later.
[0047] Further, on the basis of the calculated and determined
results by the target W/C pressure calculating portion 100a, the
accumulated motor rotation calculating portion 100b and the motor
actuation determining portion 100c, the brake ECU 100 outputs
control signals for actuating each control valve SCSS, SNO1, SNO2,
SWC1, SWC2, SLFR, SLRL, SLFL and SLRR, and each first and second
motor 11 and 12, so that a W/C pressure is generated at each W/C6
FR-6RR. The brake ECU 100 computes W/C pressure and M/C pressure on
the basis of a detection signal of each pressure sensor 13 to 18
and feedbacks an actually generated braking force (actual braking
force) to approximate a target barking force.
[0048] At this point, as illustrated in FIG. 2, the control signals
for actuating each control valve SCSS, SNO1, SNO2, SWC1, SWC2,
SLFR, SLRL, SLFL and SLRR and the first and second motors 11 and 12
are outputted by the brake ECU 100 on the basis of electric power
supplied by a battery 20 mounted on the vehicle.
[0049] The operation of the brake control apparatus during normal
braking operation operation and in an abnormal situation will be
explained below separately.
[0050] Table 1 shows the operating states of portions of the brake
control apparatus during the normal braking operation and in the
abnormal situation. The brake ECU 100 determines, by executing a
conventional initial check or the like, whether the abnormal
situation has occurred. Once the abnormal situation arises,
abnormal-state braking operation is executed until the abnormal
situation is released.
TABLE-US-00001 TABLE 1 Normal Brake operation Abnormal Situation
SNO1 ON (Disconnecting) OFF (Connecting) SNO2 ON (Disconnecting)
OFF (Connecting) SWC1 ON (Connecting) OFF (Disconnecting) SWC2 ON
(Connecting) OFF (Disconnecting) SLFR DUTY OFF (Connecting) SLRL
DUTY OFF (Connecting) SLFL DUTY OFF (Connecting) SLRR DUTY OFF
(Connecting) SCSS ON (Connecting) OFF (Disconnecting) 1st, 2nd
Motors ON/OFF variable control OFF
[0051] FIG. 4 is a flowchart for explaining a motor driving control
implemented by the brake ECU 100 during the normal braking
operation. The program in FIGS. 5 and 6 for a motor driving control
is performed every operation cycle of the brake ECU 100 in a
situation where the depression force sensor 2 detects depression of
the brake pedal 1.
[0052] Described below is an operation during a normal braking
operation or in an abnormal situation with reference to the
flowcharts in FIGS. 4 and 5.
[0053] (1) Operation During the Normal Braking Operation
[0054] During normal braking operation, when the brake pedal 1 is
depressed and the detection signal of the depression force sensor 2
is inputted to the brake ECU 100, the brake ECU 100 computes a
target W/C pressure, a necessary amount of brake fluid A
corresponding to the target W/C pressure, and an accumulated number
of rotations B of each first and second motor 11 and 12 (S110-130
in FIG. 4). The target W/C pressure calculating portion 100a and
the accumulated motor rotation calculating portion 100b of the
brake ECU 100 implements this computing.
[0055] In S140, discharge amount of brake fluid C of each pump 7 8
and 9 for each single rotation of the motor is obtained, and a
current amount of brake fluid (B.times.C) is obtained by following
formula: Accumulated number of rotations B.times.Discharge amount
of brake fluid C.
[0056] Then, it is determined whether or not the current amount of
brake fluid (B.times.C) fulfills the following relational formula:
Necessary amount of brake fluid A>Current amount of brake fluid
B.times.C. The motor actuation determining portion 100c of the
brake ECU 100 executes this determination.
[0057] On the basis of the relational formula, it is determined
whether or not each first and second motor 11 and 12 is actuated.
Specifically, if the formula "accumulated number of rotations
B.times.discharge amount of brake fluid C<necessary amount of
brake fluid A" is fulfilled, it is determined that the brake fluid
amount discharged by each pump 7-11 until the current calculation
cycle is less than the necessary amount of brake fluid A. In this
case, the process goes to S150. In S150, "motor ON" is set and the
process is completed. On the other hand, if the formula
"accumulated number of rotations B.times.discharge amount of brake
fluid C>necessary amount of brake fluid A" is fulfilled, it is
determined that the brake fluid amount discharged by the pumps 7-11
until the current calculation cycle is larger than the necessary
amount of brake fluid A. In this case, the process goes to S160. In
S160, "motor OFF" is set and the process is completed. "motor OFF"
will be explained later.
[0058] Thus, immediately after the brake pedal 1 is depressed,
because the brake fluid amount discharged by each pump 7-11 is less
than the necessary amount of brake fluid A, "motor ON" is set, and
a braking force is generated at each wheel FR-RR.
[0059] More specifically, according to the first embodiment of the
present invention, each control valve SCSS, SNO1, SNO2, SWC1, SWC2,
SLFR, SLRL, SLFL and SLRR and each motor 11 and 12 are driven
respectively so as to achieve the state illustrated in Table 1.
[0060] Then, the first and second normally open valves SNO1 and
SNO2 are turned on and the first and second normally closed valves
SWC1 and SWC2 are also turned on. As a result, the first and second
normally open valves SNO1 and SNO2 each turn to a disconnecting
state (closed state), while the first and second normally closed
valves SWC1 and SWC2 each turn to a connecting state (open
state).
[0061] Turning on or off of each linear valve SLFR, SLRL, SLFL and
SLRR is duty controlled, or PWM (Pulse Width Modulation) controlled
under which the amount of electric power supplied per unit of time
to each linear valve is adjusted, so that pressure differential
between the upstream and downstream sides of each linear valve is
controlled linearly. The stroke control valve SCSS is turned on and
the stroke simulator 4 turns to a connecting state (open state),
i.e., communicates with the secondary chamber 3b via the conduits B
and D. Therefore, even if the pistons 3c and 3d move in response to
the depression on the brake pedal 1, brake fluid in the secondary
chamber 3b flows into the stroke simulator 4. As a result, a user
or driver can feel a reaction force corresponding to the depression
force applied to the brake pedal 1. Further, the user or driver can
depress the brake pedal 1 without feeling like depressing a solid
plate, which feeling may be created due to the M/C pressure at an
extremely high pressure level.
[0062] Even further, once each motor 11 and 12 is supplied with
electric current, each pump 7, 8, 9 and 10 draws in or discharges
brake fluid. When each pump 7, 8, 9 and 10 operates in such a way,
brake fluid is supplied to each W/C 6FR, 6RL, 6FL and 6RR.
[0063] Here, each first and second normally open valve SNO1 and
SNO2 is in a disconnecting state, and brake fluid pressure at the
downstream of each pump 7, 8, 9 and 10, i.e., W/C pressure in each
W/C 6FR, 6RL, 6FL and 6RR is increased. Further, each first and
second normally closed valve SWC1 and SWC2 is in a connecting
state, and electric current per unit of time supplied to each
linear valve SLFR, SLRL, SLFL and SLRR is duty controlled.
Therefore, W/C pressure of each W/C 6FR, 6RL, 6FL and 6RR is
modulated according to the duty ratio of the duty control.
[0064] The brake system ECU 100 monitors the W/C pressure generated
at each W/C 6FR, 6RL, 6FL and 6RR of each wheel, on the basis of a
detection signal of each pressure sensor 13, 14, 15 and 16. The
brake system ECU 100 accordingly adjusts each W/C pressure to a
desired value by adjusting an amount of electric current supplied
to each motor 11 and 12 so as to control the rotation speed
(rotation angle) thereof and by controlling the duty ratio for
turning on or off of the electric current supply to each linear
valve SLFR, SLRL, SLFL and SLRR.
[0065] As described above, As described above, braking force is
generated so as to be a target braking force corresponding to brake
a depressing force applied to the brake pedal 1.
[0066] When it is determined that the brake fluid amount discharged
by the pumps 7-11 exceeds the necessary amount of brake fluid A,
"motor OFF" is set. Thus, a W/C pressure at each W/C 6FR-6RR is
maintained at a target W/C pressure, as a result, a braking force
reaching a target braking force is generated.
[0067] In this embodiment, "motor OFF" does not only mean that
actuations of the first and second motors 11 and 12 are completely
stopped.
[0068] For example, each linear valve SLFR, SLRL, SLFL and SLRR is
controlled so that W/C pressure of each W/C 6FR, 6RL, 6FL and 6RR
is modulated so as to be the target W/C pressure. In order to
modulate the W/C pressure appropriately, the first to fourth linear
valves SLFR, SLRL, SLFL and SLRR may be controlled in a manner
where brake fluid leaks therefrom.
[0069] In this situation, actuations of the first and second motors
11 and 12 are not stopped, and the first and second motors 11 and
12 need to be actuated so that each pump 7-10 can supply a certain
amount of brake fluid, which corresponds to the amount of the brake
fluid leaked from the first to fourth linear valves SLFR, SLRL,
SLFL and SLRR.
[0070] Thus, even though there is an indication showing "motor OFF"
in this embodiment, when the first to fourth linear valves SLFR,
SLRL, SLFL and SLRR need to be controlled so that brake fluid can
leak therefrom, the motors 11 and 12 are controlled so that their
rotating number is reduced so that the each pump 7-10 can supply
brake fluid corresponding to the brake fluid leaked from the first
to fourth linear valves SLFR, SLRL, SLFL and SLRR. Further, when
the brake fluid is not being leaked, if each first to fourth linear
valve SLFR, SLRL, SLFL and SLRR is a ball valve, and the pressure
can be controlled by each valve, the indication showing "motor OFF"
means that the first and second motors 11 and 12 are stopped.
[0071] Then, because a necessary amount of brake fluid A varies
depending on a level of depression on the brake pedal 1, "motor
OFF" or "motor ON" is set depending on the determination in S140 in
FIG. 4, and pressure differential of each linear valve SLFR, SLRL,
SLFL and SLRR is then controlled so that W/C pressure of each W/C
6FR, 6RL, 6FL and 6RR is modulated.
[0072] (2) Abnormal-State Braking Operation
[0073] When an abnormal situation occurs in the vehicle brake
control apparatus, there is a possibility that control signals
cannot be outputted from the brake system ECU 100, or that some of
the control valves SCSS, SNO1, SNO2, SWC1, SWC2, SLFR, SLRL, SLFL,
SLRR or the first and second motors 11, 12 do not operate normally.
In this case, electric power to the various control valves SCSS,
SNO1, SNO2, SWC1, SWC2, SLFR, SLRL, SLFL, SLRR and the first and
second motors 11, 12 are all turned off, as illustrated in Table
1.
[0074] In other words, since electric power supply to the first and
second normally open valves SNO1 and SNO2 is shut down, both valves
SNO1 and SNO2 turn to connecting states (open states). Because
electric power supply to the first and second normally closed
valves SWC1 and SWC2 is shut down, both valves SWC1 and SWC2 turn
to disconnecting states (closed states).
[0075] Since the electric power supply to all of the first to
fourth linear valves SLFR, SLRL, SLFL, and SLRR is shut down, the
first to fourth linear valves SLFR, SLRL, SLFL, and SLRR are in
connecting states (open states). Since electric power supply to the
stroke control valve SCSS is also supply, the stroke simulator 4
and the secondary chamber 3b are cut off from each other.
[0076] Further, electric power supply to the first and second
motors 11 and 12 are shut down, and pumps 7, 8, 9 and 10 stop
suction and discharge of the brake fluid.
[0077] In such circumstances, the primary chamber 3a of the M/C 3
communicates with the W/C 6FR of the front-right wheel FR via the
conduits A, E and G1. The secondary chamber 3b of the M/C 3
communicates with the W/C 6FL of the front-left wheel FL via the
conduits B, F and G3.
[0078] Therefore, when the brake pedal 1 is depressed and the push
rod or the like is pushed according to the depression force applied
to the brake pedal 1, M/C pressure is generated in the primary
chamber 3a and the secondary chamber 3b. The M/C pressure is
transmitted to the W/Cs 6FR and 6FL of the front wheels FL and FR.
Braking force is generated thereby at both front wheels FR and
FL.
[0079] According to the first embodiment of the present invention,
as described above, the check valves 200 and 210 are installed at
the pumps 7 and 9, respectively. Therefore, during operation in
such abnormal situation, although W/C pressure in the W/Cs 6FR and
6FL for the front wheels is generated in the conduits G1 and G3,
the check valves 200 and 210 enable to prevent the W/C pressure
from being applied to the pumps 7 and 9 and further enable to
prevent brake fluid from leaking at the pumps 7 and 9. Therefore,
it is possible to prevent W/C pressure from decreasing.
[0080] As mentioned above, according to the brake control apparatus
for a vehicle in this embodiment, it is determined whether the
first and second motors 11 and 12 need to be actuated, and if not,
the first and second motors 11 and 12 are stopped, or the first and
second motors 11 and 12 are actuated by reducing their number of
rotations so that the W/C pressure can be maintained to be the
target W/C pressure. Thus, an amount of electric power to be
consumed by the first and second motors 11 and 12 can be reduced as
far as possible, as a result, a total amount of electric power to
be consumed by the brake control apparatus for a vehicle can be
reduced as much as possible.
[0081] Described below is a second embodiment of the present
invention. The second embodiment is substantially the same as the
first embodiment, apart from that a structure of a brake control
apparatus for a vehicle is partially changed from the one of the
first embodiment so that only the different portions will be
described hereinbelow.
[0082] FIG. 5 illustrates a configuration of a fluid pressure
circuit of a brake control apparatus for a vehicle according to the
second embodiment. As illustrated herein, the conduit G branches to
a conduit Ga (first one) and a conduit Gb (second one). The first
normally closed valve SWC1 is mounted at the conduit Ga, i.e., at a
downstream side of a branching point of the conduit G and at an
upstream side of the conduits H1 and H2. The second normally closed
valve SWC2 is mounted at the conduit Gb, i.e., at a downstream side
of the branching point of the conduit G and at an upstream side of
the conduits H3 and H4.
[0083] In this configuration, it is determined whether or not the
first and second motors 11 and 12 need to be actuated, and if not,
the first and second motors 11 and 12 are stopped, or the first and
second motors 11 and 12 are actuated by reducing their number of
rotations so that the W/C pressure can be maintained to be (reach)
the target W/C pressure, so that same effects as in the first
embodiment can be obtained.
[0084] Further, for example should the first normally closed valve
SWC1 turn to a disconnecting state in an abnormal situation, only
the upstream side of the conduits H1 and H2 turns to be in a
disconnecting state. In such circumstances, when M/C pressure is
generated at the primary chamber 3a of the M/C 3 in response to
depressing the brake pedal 1, fluid at the M/C pressure level is
transmitted not only to the W/C 6FR for the front-right wheel FR
but also to the W/C6RL for the rear-left wheel RL. Likewise, for
example should the second normally closed valve SWC2 turn to a
disconnecting state in an abnormal situation, only the upstream
side of the conduits H3 and H4 turns to be in a disconnecting
state. In such circumstances, when M/C pressure is generated at the
secondary chamber 3b of the M/C 3 in response to depressing against
the brake pedal 1, fluid at the M/C pressure level is transmitted
not only to the W/C6FL for the front-left wheel FL but also to the
W/C6RR for the rear-right wheel RR.
[0085] As described above, according to the brake control apparatus
for a vehicle according to the second embodiment, it is possible to
generate W/C pressure at the W/Cs 6FR, 6RL, 6FL and 6RR for all the
four wheels FR, RL, FL and RR even in an abnormal situation, which
enables to generate braking force in a further balanced manner.
[0086] Further, according to the second embodiment, the check
valves 200 and 210, which are included in the apparatus of the
first embodiment, are not provided. However, even if brake fluid
leakage occurs at each pump 7 and 9, the brake fluid flow due to
such leakage is blocked by each first and second normally closed
valve SWC1 and SWC2. Therefore, reduction in W/C pressure does not
occur in the corresponding W/C.
Third Embodiment
[0087] Described below is a third embodiment of the present
invention. The third embodiment is substantially the same as the
second embodiment, apart from that a structure of a brake control
apparatus for a vehicle is partially changed from that of the
second embodiment so that only the different portions will be
described hereinbelow.
[0088] FIG. 6 illustrates a configuration of a fluid pressure
circuit of a brake control apparatus for a vehicle according to the
third embodiment. As illustrated herein, the brake control
apparatus of the third embodiment is provided with a single
normally closed valve SWC, which is different from the apparatuses
of the first and second embodiments which each are provided with
the first and second normally closed valves SWC1 and SWC2. The
single normally closed valve SWC is shared by the two conduit
systems.
[0089] In this configuration, it is determined whether or not the
first and second motors 11 and 12 need to be actuated, and if not,
the first and second motors 11 and 12 are stopped, or the first and
second motors 11 and 12 are actuated by reducing their number of
rotations so that the W/C pressure can be maintained to be (reach)
the target W/C pressure, so that same effects as in the first
embodiment can be obtained.
[0090] Further, also according to the above structure, for the case
of a normal brake operation, W/C pressures in the W/C 6FR, 6RL, 6FL
and 6RR for all the four wheels FR, RL, FL and RR can be modulated
as needed. Further, for the case of an abnormal situation, the W/C
6FR, 6RL, 6FL and 6RR for all the four wheels FR, RL, FL and RR can
be supplied with fluid at a level of M/C pressure generated in the
M/C3 in response to depressing on the brake pedal 1.
[0091] Further, as described above, for the case of an abnormal
situation, all the four wheels FR, RL, FL and RR of the two conduit
systems are applied with M/C pressure. Therefore, it is possible to
achieve a space-saving conduit system.
[0092] The switchable operating state of the normally closed valve
SWC is the same as the one of the first and second normally closed
valves SWC1 and SWC2 illustrated in Table 1.
Other Embodiments
[0093] The brake control apparatus for a vehicle illustrated in
FIG. 1 is disclosed as an example of a brake structure to which the
present invention is applicable. The brake structure is not limited
to the one in FIG. 1 and can be modified in various manners.
[0094] According to the first embodiment, the brake control
apparatus has a cross (X) dual conduit system, one conduit system
for the front-right wheel and the rear-left wheel and the other
conduit system for the front-left wheel and the rear-right wheel.
However, another conduit system, such as a front-rear conduit
system, can be applicable.
[0095] According to the above-described embodiments, only the
conduit C is connected to the master reservoir 3f, and brake fluid
is supplied through this conduit C to the first and second conduit
systems. However, another conduit can be connected to the master
reservoir 3f in addition to the conduit C. In this case, the
conduit C can supply brake fluid to the first conduit system, and
the additional conduit can supply brake fluid to the second conduit
system.
[0096] Further, according to the above-described embodiments, for
the case of an abnormal situation, in which the pumps 7, 8, 9 and
10 do not function to pressurize brake fluid, the M/C 3 are
connected to the first and second conduit systems. Meanwhile, for
the case of a normal brake operation, brake fluid is supplied from
the master reservoir 3f. However, this brake fluid supply is one of
the examples. That is, the M/C3 does not necessarily have to be
connected to the first and second conduit systems. Further, the
apparatus does not have to be provided with the M/C3. Still
further, brake fluid does not have to be supplied by the master
reservoir 3f and can be supplied from another reservoir which can
store brake fluid.
[0097] Still further, according to the above-described embodiments,
in consideration of a fail safe mode, M/C pressure, which is
generated on the basis of depression against the brake pedal 1, can
be applied to the W/Cs 6FR, 6RL, 6FL and 6RR even when the linear
valves SLFR, SLRL, SLFL and SLRR do not operate properly. However,
when an error occurs at a portion different from the linear valves
SLFR, SLRL, SLFL and SLRR, these linear valves can be operated. In
such circumstances, once the linear valves are electrically excited
and the conduits H1, H2, H3 and H4 each turn to be in a
disconnecting state (or, in a state where pressure differential
between an upstream side and a downstream side of each valve turns
to be a value at the maximum), M/C pressure can be applied to the
6FR, 6RL, 6FL and 6RR. Therefore, there is no need to always
provide the first and second normally closed valves SWC1, SWC2 and
the normally closed valve SWC. That is, as illustrated in FIG. 7,
the fluid pressure circuit can have the structure without the first
and second normally closed valves SWC1, SWC2 and the normally
closed valve SWC.
[0098] However, in order to enable to achieve a fail-safe mode all
mechanically, the first and second normally closed valves SWC1,
SWC2 and the normally closed valve SWC are important.
[0099] Therefore, as illustrated in FIG. 8, when normally closed
linear valves are employed as the first linear valve SLFR and the
third linear valve SLFL respectively, it is possible to achieve a
fail-safe mode mechanically, which is a more preferable structure.
It is possible that normally closed linear valves are employed also
for the second and fourth linear valves SLRL and SLRR
respectively.
[0100] In the above embodiments, the brake pedal 1 is used as an
example of the brake operating member, however, the brake operation
member may not be limited to the embodiments. For example, the
brake operating member may be a brake lever or the like.
[0101] On the basis of a comparison result of determining whether
the necessary amount of brake fluid is larger than a current
amount, it is determined whether the first and second motors and
need to be actuated, and if not, the first and second motors are
stopped, or the first and second motors are actuated by reducing
their number of rotations so that the W/C pressure can be
maintained to be the target W/C pressure. Thus, an amount of
electric power to be consumed by the first and second motors can be
reduced as far as possible, as a result, a total amount of electric
power to be consumed by the brake control apparatus for a vehicle
can be reduced as much as possible.
[0102] The amount of electric power to be consumed by the first and
second motors can be reduced while the brake fluid discharged from
the first, second, third and fourth linear valves becomes a brake
fluid level capable of pressure modulation.
[0103] The principles, preferred embodiment and mode of operation
of the present invention have been described in the foregoing
specification. However, the invention which is intended to be
protected is not to be construed as limited to the particular
embodiments disclosed. Further, the embodiments described herein
are to be regarded as illustrative rather than restrictive.
Variations and changes may be made by others, and equivalents
employed, without departing from the sprit of the present
invention. Accordingly, it is expressly intended that all such
variations, changes and equivalents which fall within the spirit
and scope of the present invention as defined in the claims, be
embraced thereby.
* * * * *